© St. Lawrence Seaway Management Corporation – All rights reserved
© Saint Lawrence Seaway Development Corporation – All rights reserved
Date: 2011-03-16
Implementation Specification — a Draught Information System
for the St. Lawrence Seaway
Spécification de mise en œuvre — un système d'information Tirant d'eau pour la
Voie maritime du Saint-Laurent
Document type: Implementation Specification
Document language: E
Draught Information System for the St. Lawrence Seaway
Copyright notice
This document is an Industrial Standard and is copyright-protected jointly by the St Lawrence
Seaway Management Corporation and the Saint Lawrence Seaway Development Corporation all rights reserved. Permission is granted for the establishment of a public standard in Canada
and the United States of America based on this document as a derivative work under the
condition that this document is referenced as a source. Permission is also granted for the
reproduction of this document, in whole or in part as long as the original source document is
referenced and this copyright statement is retained.
Copies of this document may be obtained from:
The St. Lawrence Seaway Management Corporation,
202 Pitt Street,
Cornwall, Ontario,
Canada,
K6J 2P7
© St. Lawrence Seaway Management Corporation – All rights reserved,
ii
© Saint Lawrence Seaway Development Corporation – All rights reserved
Draught Information System for the St. Lawrence Seaway
Contents
Page
1
Scope
1
2
Conformance
1
3
Normative References
1
4
Terms and Definitions
2
5
5.1
5.2
5.3
Symbols and abbreviations
Symbols
Abbreviated Terms
Numerical Values
5
5
6
6
6
Background (informative)
7
7
7.1
7.2
7.2.1
7.2.2
7.2.3
7.3
7.3.1
7.3.2
7.3.3
Data Specifications
Overview of Data Specification
Hydrographic Data Requirements
Hydrographic Data
Bathymetry Data
Chart and High Resolution Bathymetry Updates
Water Level Data Requirements
AIS Information
Water Level Calculation
Interpolation Capability
8
8
8
8
8
9
9
9
9
10
8
8.1
8.2
8.3
8.4
8.4.1
8.4.2
8.4.3
8.4.4
8.4.5
8.4.6
8.4.7
8.4.8
8.4.9
8.4.10
8.5
8.6
UKC (Under Keel Clearance) Calculation Requirements
Overview of UKC Requirements
Channel Type
Ship Type
Squat Formula
Squat Equation Conditions
Dynamic Squat Equation for All Ship Types in a Canal
Dynamic Squat Equation for Traditional Laker Type in a Canal
Dynamic Squat Equation for Chemical Tanker Type in a Canal
Dynamic Squat Equation for Oceangoing Laker Type in a Canal
Dynamic Squat Equation for Oceangoing Bulk Carrier Type in a Canal
Dynamic Squat Equation for All Ship Types in a Lake
Dynamic Squat Equation for New Laker Type in a Shallow Lake
Dynamic Squat Equation for Traditional Laker Type in a Shallow Lake
Dynamic Squat Equation for Oceangoing Laker Type in a Shallow Lake
Vessel Meets
Look-ahead Feature
10
10
10
10
12
12
13
13
13
14
14
14
15
15
15
15
16
9
9.1
9.2
9.3
9.4
Operational Specifications
Display Requirement
Recording Requirement
Customization Requirement
General Requirement
17
17
18
18
18
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Draught Information System for the St. Lawrence Seaway
Annex A (normative) Conformance and Testing
A.1
Overview
A.1.1 Introduction
A.2
Conformance Tests
A.2.1 Conformance to Read and Process S-57 Format ENC Data
A.2.2 Conformance to Read and Process High Resolution Contour Bathymetry Data
A.2.3 Conformance to Maintain a Log of Updates
A.2.4 Conformance to Read and Process AIS Information
A.2.5 Conformance to Manage Water Level Requirements
A.2.6 Conformance to Determine Channel Type
A.2.7 Conformance to Squat Equation Conditions
A.2.8 Conformance to Determine Vessel Meet Condition
A.2.9 Conformance to Determine Look-ahead Feature
A.2.10 Conformance to Verify Display Requirements
A.2.11 Conformance to Verify Recording Requirements
A.2.12 Conformance to Verify General Requirements
A.3
Test Data Sets Used in the Conformance Tests
19
19
19
19
19
20
21
21
22
23
24
25
26
26
28
28
29
Annex B (normative) Recording Requirements
B.1
Overview
B.1.1 Introduction
B.1.2 Values to be Reproduced at Time of Playback
B.1.3 Records to be Held Onboard of the Vessel
32
32
32
32
33
Annex C (normative) Draught Information Parameters Specific to the St Lawrence
Seaway
C.1
Introduction
C.2
Minimum Under Keel Clearance
C.3
High Resolution Bathymetry
C.4
Water Level Datum
C.5
Water Level Interpolation
C.6
Channel Type
34
34
34
34
34
34
36
Annex D (normative) Current Velocity Approximations
D.1
Introduction
D.2
Current Tables
37
37
37
Annex E (normative) Alarms and Alerts
E.1
Alarm and Alert Environment
E.2
Alarm and Alert Conditions
40
40
40
Annex F (informative) Examples
F.1
Introduction
F.2
Example of High Resolution Bathymetry
F.3
Example Showing a Perspective View
F.4
Example of Operation Showing Areas Where UKC is Less Than Specified
F.5
System Example 1
F.6
System Example 2
42
42
42
43
44
45
45
Bibliography
47
© St. Lawrence Seaway Management Corporation – All rights reserved,
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© Saint Lawrence Seaway Development Corporation – All rights reserved
Draught Information System for the St. Lawrence Seaway
Foreword
This document is an industrial Implementation Specification developed under the guidance of the
St. Lawrence Seaway Management Corporation and the Saint Lawrence Seaway Development
Corporation, together with representatives from system manufacturers and the shipping industry.
The purpose is to increase the safety of navigation in the St. Lawrence Seaway by increasing the
knowledge about the under keel clearance of vessels transiting the Seaway.
This document describes an important component of any "e-Navigation" system, and the contents
of this document may be applied to other areas than the St. Lawrence Seaway. If this is done, it is
necessary that the specification be further developed to ensure that it is fully applicable in other
situations.
This document has also been drafted in general accordance with the ISO/IEC Directives, Part 2,
"Rules for the structure and drafting of International Standards". This is to permit the document to
be in the appropriate form so that it could be submitted as an input toward the development of a
National Standard of The United States of America and / or Canada at some time in the future.
Attention is drawn to the possibility that some of the elements of this document may be the subject
of patent rights. The St. Lawrence Seaway Management Corporation and the Saint Lawrence
Seaway Development Corporation shall not be held responsible for identifying any or all such
patent rights.
In accordance with the "Guidelines for the Implementation of the Common Patent Policy for ITUT/ITU-R/ISO/IEC (March 2007)" [8] patented items are restricted for inclusion in a standard unless
the use of the patented item is justifiable for technical reasons and the rights holder agrees to
negotiate licences with interested applicants, wherever located, on reasonable terms and
conditions. No patent rights have been identified by any of the parties involved in the development
or review of this standard.
© St. Lawrence Seaway Management Corporation – All rights reserved,
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v
Draught Information System for the St. Lawrence Seaway
Introduction
This document describes a Draught Information System which is a necessary component required
for developing "e-Navigation" that will increase the safety of navigation in the St. Lawrence Seaway
by providing the mariner with better information about under keel clearance. The primary purpose
is to ensure that a safe under keel clearance is maintained by vessels as they make maximum use
of the available water column. Use of this system is not a mandatory requirement for transiting the
Seaway at or at less than the published maximum draught.
This document is an industrial Implementation Specification developed under the guidance of the
St. Lawrence Seaway Management Corporation and the Saint Lawrence Seaway Development
Corporation, together with representatives from system manufacturers and the shipping industry.
The development of this specification has followed accelerated procedures derived from the ISO
standardization process that endeavours to develop a broad based consensus standard. This will
allow for future formal standardization, if required through the national public standardization
processes in Canada and the United States.
Shipping on the Seaway is limited by the draught and size of the ships that can transit the canals
and locks. The usable dimensions of the locks are 233.5 m (766 ft)1 long, 24.4 m (80 ft) wide with a
minimum depth of water of 9.1 m (30 ft) over the sill of the lock. The minimum depth of water at
chart datum in the channel is 8.2 m (27 ft). These dimensions define the maximum size of vessels,
a limit known as "Seaway-Max". The Seaway specified draught applies from Montreal through the
seven lower locks and the eight locks of the Welland Canal. Some ocean-going vessels go through
the locks partially loaded to accommodate the limitations.
The International Hydrographic Organization (IHO) has developed a set of international standards
for electronic navigation. The current standard for the Electronic Nautical Chart (ENC) is IHO S-57.
National Hydrographic Offices in many nations including Canada and the USA produce ENCs in
conformance with this standard. Systems to process this data for navigation are called Electronic
Chart Display Information Systems (ECDIS). ECDIS equipment has been approved for use in
ocean going vessels by the International Maritime Organization (IMO).
The ECDIS specifications were never meant for navigation in controlled waterways. Additional
information is required for vessels to be able to transit locks, canals, narrow channels and shallow
lakes. When additional layers of information are displayed overlaid on an ENC the information
could add to the screen clutter. The Draught Information System is an aid to navigation and is not
IMO ECDIS compliant because of the additional layers of information that may obscure other
EDCIS required information; however, it may operate with an ECDIS. The Draught Information
System is a valuable aid to navigation because it allows for the display of the predicted under keel
clearance ahead of the vessel.
The S-57 spatial data standard and the ENC product specification were bundled into one
document, and as a result the specification became frozen to facilitate stability. However, this also
stifled innovation. Recently the IHO separated the two concepts allowing the product specification
to remain stable and allowing the structural part of the standard to be enhanced. In January of
2010, it published S-100 which is a general architecture standard for electronic hydrographic
products including Electronic Nautical Charts. The ENC Product Specification is now being put in
the document S-101. The product specification may remain stable, but new capabilities can be
1 This distance (766 ft) represents the usable length of the lock at the Canadian locks between the lower end
ship arrestor and the inside face of the breast wall.
© St. Lawrence Seaway Management Corporation – All rights reserved,
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Draught Information System for the St. Lawrence Seaway
added in compliance with the general S-100 Standard. The S-100 suite of standards also contains
the addition of Auxiliary Layers (S10x) and electronic high resolution Bathymetry (S-102). These
new standards under development will, in the future, allow for the display of auxiliary layers of
information on top of an ENC to provide additional aids to navigation. In the future these new
standards may facilitate the provision of data for a Draught Information System, but are not
applicable to the current system described in this document.
Knowledge of the under keel clearance ahead of a vessel transiting the Seaway is of significant
importance to maintaining safety and avoidance of the grounding of vessels, which is of immediate
concern to ship traffic in the St. Lawrence Seaway. This document addresses the particular need
for information about the predicted under keel clearance ahead of the vessel.
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vii
Draught Information System for the St. Lawrence Seaway
Implementation Specification — a Draught Information System
for the St. Lawrence Seaway
1
Scope
This Implementation Specification describes the functionality and interfaces to a system which
utilizes water level, channel type and bathymetry, and vessel characteristics, speed and
dynamics to determine current and predicted under keel clearance to promote safe navigation
and maximize the use of the water column. This specification also defines the information content
for each of the bathymetry and water level input data sets. It includes a set of squat formulas for
different vessel types and channel configurations. These may be extended by the addition of
supplementary information to the specification.
This Implementation Specification does not specify the detailed presentation and detailed user
interface to systems that display or otherwise use this information. It does specify the general
functionality of what type of warning and alarms need to be provided to a user. The use of the
Draught Information System is not a mandatory requirement for transiting the Seaway at, or at
less than the published maximum draught.
2
Conformance
This Implementation Specification specifies 12 conformance classes. Any system claiming
conformance to this Implementation Specification shall satisfy the requirements as described in
Annex A.
Use of this specification to develop a system to be used as an aid to navigation requires that the
conformance of the system to the Implementation Specification be demonstrated by showing how
the system complies with the applicable conformance clauses. The conformance tests described
in Annex A may be used by an independent third party to verify compliance. They may also be
used by a customer purchasing a system as a procurement requirement, and by a system
developer for self testing as part of development.
3
Normative References
The following referenced documents are indispensable for the application of this document. For
dated references, only the edition cited applies. For undated references, the latest edition of the
referenced document (including any amendments) applies.
3.1 IHO S-57, Transfer Standard for Digital Hydrographic Data, Edition 3.1.1, January 2007,
Monaco.
3.2 IHO S-52, Specifications for Chart Content and Display Aspects of ECDIS, Edition 6.0,
March 2010, Monaco
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1
Draught Information System for the St. Lawrence Seaway
3.3 IEC 60945:2002, Maritime navigation and radio communication equipment and systems General requirements – Methods of testing and required test results, International
Electrotechnical Commission, Geneva, Switzerland.
3.4 St. Lawrence Seaway AIS Data Messaging Formats and Specifications, Revision 4.1, 9 April
2010, US Department of Transportation, John A Volpe Transportation System Centre,
Cambridge MA, USA.
Note: This is in compliance with ITU-R M.1371 message format.
4
Terms and Definitions
For the purposes of this Implementation Specification, the terms and definitions given in the
following apply. These definitions are intended to apply only to this document and are not
necessarily generic definitions.
4.1
Channel Type
one of a set of predefined channel types through which a vessel passes. The channel type affects
selection of the applicable Squat Formula.
4.2
Bathymetry
determination of river and lake depths. The general configuration of river and/or lake bottom as
determined by profile analysis of depth data.
[ adapted from the IHO Hydrographic Dictionary S-32, Fifth Edition, Monaco, 1994 ]
4.3
Bathymetric Map
topographic map of the river bottom or the bed of a lake; topographic chart of the bed of a body of
water, or a part of it. Generally, bathymetric maps show depths by contour lines and gradient tints.
4.4
Controlled Waterway
navigable waterway including locks, canals, narrow channels or shallow lakes where the rules for
navigation are managed by an authority.
4.5
Draught
depth to which a vessel is immersed when bearing a given load, (US - draft)
[ The Random House College Dictionary, Revised Edition ]
2
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Draught Information System for the St. Lawrence Seaway
4.6
High Resolution Bathymetry
bathymetry data of at least 10 cm vertical interval supplied as contour line chart data in S-57
format.
For St. Lawrence Seaway specific specifications see Annex C3.
4.7
International Nautical Mile
unit of length equal to 1,852 Meters. This value was approved by the International Hydrographic
Conference of 1929 and has been adopted by nearly all maritime states.
[ IHO Hydrographic Dictionary S-32, Fifth Edition, Monaco, 1994 ]
4.8
Knot
nautical unit of speed. One knot is one Nautical Mile per Hour.
[ IHO Hydrographic Dictionary S-32, Fifth Edition, Monaco, 1994 ]
One knot equals 1852 meters per hour (m/h)
4.9
Nautical Mile
unit of length used principally in navigation. See International Nautical Mile.
[ IHO Hydrographic Dictionary S-32, Fifth Edition, Monaco, 1994 ]
4.10
Metre
basic unit of length in the SI System. (US - meter)
[ IHO Hydrographic Dictionary S-32, Fifth Edition, Monaco, 1994 ]
Note the SI System is defined by the international standard ISO 80000-3 [2] and by the Bureau
International de Poids et Mesures [3]
4.11
Reach
waterway between two adjacent locks within a canal system.
4.12
Look-ahead Zone
zone starting at the Ship's Own Position covering the width of the navigational channel ahead of
a vessel, the length of which must be sufficient to bring the vessel to a full stop before the end of
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3
Draught Information System for the St. Lawrence Seaway
the zone is reached. The minimum length of the Look-ahead Zone is defined as the distance the
ship can travel in 6 minutes at its current speed. The zone must include all the high resolution
bathymetry data available starting from Ship's Own Position, follow the path of the channel and
cover at least the full length of the Look-ahead Zone.
Note: If the vessel requires more than the minimum length of the Look-ahead Zone as defined
above to come to a complete stop, the look-ahead zone must be set to that greater distance.
4.13
Seaway
< St. Lawrence Seaway >
deep waterway between the Port of Montreal and Lake Erie and includes all locks, canals and
connecting and contiguous waters that are part of the deep waterway, and all other canals and
works, wherever located, the management, administration and control of which have been
entrusted to the St Lawrence Seaway Management Corporation or the Saint Lawrence Seaway
Development Corporation.
[ adapted from the "Seaway Handbook", 2010 Edition ]
4.14
Ship's Own Position
position of a vessel defined by the conning position on the vessel.
Note: The ships own position reference point is the conning position of the ship. The dimensions
of the ship are defined in terms of the conning position. In addition the position of the GPS
antenna (as used in AIS) is described in reference to the conning position.
4.15
Speed Over Ground
velocity of a vessel measured with respect to the bottom of the channel.
4.16
Speed Through The Water
velocity of a vessel measured with respect to the water in which it is floating. The difference with
respect to the Speed Over Ground is the velocity of the vectorial component of the current along
the direction of motion of the vessel.
4.17
Ship Type
one of a set of predefined vessel types for which squat formulas are available.
4.18
Squat
effect that causes a vessel moving through water to create an area of lowered pressure under its
bottom that increases the effective draught (i.e. lowers the vessel in the water). The effect is a
result of Bernoulli's principle of fluid dynamics. The squat represents the increase in effective
draught.
4
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Draught Information System for the St. Lawrence Seaway
the increase in a vessel's draught arising from its motion through the water.
[ Shorter Oxford English Dictionary 2002 ]
For a ship underway, the change of level of the bow and stern from the still water condition in
response to the elevation and depression of the water level about the hull resulting from the bow
and stern wave systems.
[ IHO Hydrographic Dictionary S-32, Fifth Edition, Monaco, 1994 ]
4.19
Squat Formula
formula to calculate estimated squat based on the ship type, velocity of the vessel through water,
and the proximity to the sides of the channel. These formulas were developed from on-the-fly
measurements/testing. The definitions given in this document are only applicable to specific
areas of applicability for which they were established. They are not generic squat formulas. For
the purpose of navigation in the waters under the jurisdiction of the St. Lawrence Seaway
Management Corporation and the Saint Lawrence Seaway Development Corporation, the
accepted squat formulas are those contained in the document below:
[ 2002. Morse, Brian; Michaud, Stéphanie and Siles, Jimmy. “Maximization of Ship Draft in the
St. Lawrence Seaway; Volume 2: In-Depth Analysis of Squat and UKC”. Université Laval for
Transport Development Centre of Transport Canada and The St. Lawrence Seaway Management
Corporation. ]
4.20
Under Keel Clearance
distance between the vessel’s deepest point and the known channel bottom. The minimum
under keel clearance is also known as the minimum safety factor.
4.21
Vessel
ship or boat, one of larger size; a craft.
[ Shorter Oxford English Dictionary 2002 ]
5
Symbols and abbreviations
5.1 Symbols
S
Dynamic Squat (expressed in metres)
V
Speed Through Water (expressed in Knots)
VG
Speed Over Ground (expressed in Knots)
kn
Knots (unit of measure of speed)
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5
Draught Information System for the St. Lawrence Seaway
m
Metres (unit of measure of distance from the International System of Units (SI) )
cm
Centimetres (unit of measure of distance from the International System of Units
(SI) )
5.2 Abbreviated Terms
AIS
Automatic Identification System (see UAIS)
DIS
Draught Information System
ENC
Electronic Nautical Chart
ECDIS
Electronic Chart Display Information Systems
EMI
Electro Magnetic Interference
IHO
International Hydrographic Organization
IMO
International Maritime Organization (UN Organization for Maritime Regulations)
ITU-R
International Telecommunications Union - Radio Communications Sector
(formerly CCIR)
IUT
Implementation Under Test
NAD 27
North American Datum 1927
MMSI
Maritime Mobile Service Identity
OAB
Overall Breadth of a Vessel (Beam)
OAL
Over All Length of a Vessel
SI
Système International d'Unités (International System of Units)
SOLAS
Safety Of Life At Sea (Sub part of IMO Regulation for ocean going vessels)
UKC
Under Keel Clearance
UAIS
Universal Automatic Identification System
5.3 Numerical Values
All physical values have associated with them an accuracy of measurement. For example, a
distance of 1 metre has associated with it an accuracy of plus or minus the accuracy by which
that 1 metre distance can be measured.
In this specification all numerical values have been biased toward enhanced safety of navigation.
That is, the numerical value is taken at the limit plus or minus the accuracy value that provides
the highest safety margin.
6
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Draught Information System for the St. Lawrence Seaway
The data values are given as single numbers without an accuracy statement because they are
already biased for safety and should be taken as absolute values. This is true for all data
including the bathymetry and water levels.
Note: Point data representing depth measurements is shallow biased. Bathymetric data is
captured as actual depth data with no bias. This data is then processed by the Hydrographic
Office from gridded to contour bathymetry using a generalization that is biased towards safety.
6
Background (informative)
The primary purpose of the Draught Information System is to increase the safety of navigation by
providing the mariner with additional information about the under keel clearance. The ship
dynamics combined with bathymetry and water level information allow for a dynamic portrayal of
the clearance between the bottom of the vessel and the bottom of the channel. This also provides
a look-ahead capability that will assist in safe navigation. The mariner must maintain a minimum
safe under keel clearance, but has better information about the vessel‟s under keel clearance and
therefore may navigate more safely, while making maximum use of the water column.
Organizations have different responsibilities in providing the various aspects of e-navigation. The
bathymetric depth is the responsibility of the Hydrographic Office; in the case of Canada and the
USA it is the Canadian Hydrographic Service, and the US NOAA Coast and Geodetic Survey,
respectively. In addition in the US the US Army Corps of Engineers is an official supplier of
bathymetric depth data for some waterways. The measurement of the real time water levels can
come from several sources. The condition of the vessel is, of course, the responsibility of the
shipping company and in particular the ship's master. However, there needs to be standards in
place for all aspects of the system representing best industry practices.
The IHO is currently working on a replacement standard for S-57 that will include a general
standard for all types of hydrographic data called S-100, and specific product specifications for
ENC data and for other layers of associated information. The standard for a bathymetric data
product specification will be S-102. The IHO has agreed in 2009 to also develop a standard
(presently called S-10x) which will address the addition of auxiliary layers of information that may
be displayed as layers over S-100 based chart data. One of the potential layers under study is a
coverage2 layer describing currents. The S-100 format has been adopted by IHO but the S-101
ENC format and other related standards are in development. The Draught Information System
specification does NOT address S-100 or S-100 based data formats. That is, in the future there
will be an international standard for the high resolution bathymetry data component of a system
for draught information. However there are no international standards under development that
relate that information to the ship's dynamics and allow one to determine under keel clearance.
Predicting the behaviour of a vessel and knowing its under keel clearance requires that there be a
standard practise relating the water level, bathymetric bottom depth and ship dynamics. This
standard practice needs to be consistent across all providers of Draught Information System
equipment so that users of this auxiliary aid to navigation will not need special training for each
different system implementation.
2 Coverages are a method of description of geographic areas involving surfaces and are described in ISO
19123 Geographic Information - Coverage Geometry and Functions. [10]
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7
Draught Information System for the St. Lawrence Seaway
The overall objective of this Implementation Specification is to develop a specification for a
"Draught Information System". This specification is a standard that specifies how the under keel
clearance of a vessel can be calculated by considering water level, bathymetric bottom depth and
ship dynamics. This is an essential calculation to ensure safety. The initial details of the ship
dynamics component have been derived from the experimental implementation done by the St.
Lawrence Seaway in conjunction with two system manufacturers and two shipping companies.
This specification describes best industry practices.
7
Data Specifications
7.1 Overview of Data Specification
This clause defines the data requirements needed to support the Draught Information System.
Four types of data are required: vessel dynamics (Squat curves), together with S-57 ENC data,
high resolution bathymetry data and water level data. Input data shall be used to calculate an
UKC value to the nearest 1 cm.
S-57 ENC data is used as a background on a Draught Information System. The system is
therefore not an ECDIS because the additional high resolution bathymetry data and the display of
danger zones where there is insufficient under keel clearance for navigation would clutter the
display. Even if a system has been certified as an ECDIS, it does not operate as an ECDIS if
additional information beyond the S-57 ENC product specification is displayed. However, a
Draught Information System is complementary to an ECDIS and may be used in conjunction with
an ECDIS.
7.2 Hydrographic Data Requirements
7.2.1
Hydrographic Data
The Draught Information System shall be able to read and process S-57 format ENC data. The
system shall be capable of reading all of the features available in the ENC product specification
and displaying all of the features at the base display level. The format for the input of data shall
be S-57. The detailed specification for S-57 data is the "IHO Transfer Standard for Digital
Hydrographic Data, Edition 3.1.1", given in Clause 3.1 of this document. The base display level is
defined in IHO S-52 "Specifications for Chart Content and Display Aspects of ECDIS, Edition 6.0
[5] .
7.2.2
Bathymetry Data
The Draught Information System shall be able to read S-57 formatted, high resolution contour
bathymetry data consisting of a subset of the S-57 ENC specification including additional high
resolution S-57 feature objects as specified by the Hydrographic Office as an additional layer of
data to be displayed on top of the display of ENC data.
This high resolution bathymetry data consists of a set of contour data with a close contour
spacing. The data consists of the following S-57 object types:
8
© St Lawrence Seaway Management Corporation – All rights reserved,
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Draught Information System for the St. Lawrence Seaway
DEPCNT (Depth Contour);
DEPARE (Depth Area);
SOUNDG (Sounding Data);
MCOVR (Coverage and Extent)
All depth contours shall be closed curves, or intersect the boundaries of the data cell so that they
are logically closed by the data cell boundary.
For St. Lawrence Seaway specific specifications see Annex C.3.
Note: An additional input format for future consideration is S-100 data. The S-100 format has
been adopted by IHO but the S-102 High Resolution Bathymetry format has not yet been finalized
(as per the date of publication of this document) so this is a future capability that is not included in
this specification.
7.2.3
Chart and High Resolution Bathymetry Updates
The Draught Information System shall be using the most current S-57 ENC charts commercially
available and the most current high resolution bathymetry data when a vessel is transiting the
waters of the St. Lawrence Seaway Management Corporation and of the Saint Lawrence Seaway
Development Corporation (Seaways). Vessels are to maintain a log of updates and to have a file
showing all files being used as well as version. The update policy for datasets in the St Lawrence
Seaway controlled waterway is the replacement of data sets.
Note: The cells provided by the CHS are 0.02 x 0.02 degrees, and the name of the cell is the
south west corner position in decimal degrees. For example 44827532; that is, a cell at 44.82N
75.32W south-west corner of the cell. A formal cell naming convention is required that includes
the HO of origin, the scale, the version and the cell ID.
7.3 Water Level Data Requirements
7.3.1
AIS Information
The Draught Information System shall be able to read and process an AIS "broadcast" binary
message number 8, containing the Seaway AIS "Water Level" message number 3. This message
is defined in normative reference 3.2. This provides an adjusted conservative water level at a
given location in reference to the datum as specified in the water level message. The water level
information will be processed as frequently as the information is available via AIS messages.
Note: This will typically be from every 2 to 10 minutes. If the AIS system transmits an estimated
water value this should be recognized and identified to the mariner.
For the St. Lawrence Seaway specific specifications see Annex C.4.
7.3.2
Water Level Calculation
The Draught Information System shall be able calculate the accurate water level offset from chart
datum at the station position with respect to the reference hydrographic datum (e.g. IGLD-85).
That is, the calculation shall produce the water level offset above or below chart datum, where the
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Draught Information System for the St. Lawrence Seaway
AIS water level is transmitted with reference to the hydrographic datum (not the chart datum).
This requires the knowledge of the chart datum at each water level station. Water level values
and offsets are in meters to two (2) decimal places.
7.3.3
Interpolation Capability
The Draught Information System shall be able to calculate the accurate water level offset from
chart datum at Ship's Own Position based on a linear interpolation between the gauge ahead and
the gauge behind the vessel, in meters to two (2) decimal places as provided through AIS.
For the St. Lawrence Seaway specific specifications see Annex C.5.
8
UKC (Under Keel Clearance) Calculation Requirements
8.1 Overview of UKC Requirements
The Under Keel Clearance is calculated based on a estimated vessel squat, the vessel‟s draught,
the known elevation of the channel bottom and the water level at the ship‟s position. Squat varies
as a function of the vessel‟s speed through water, the hull configuration represented by ship type
and the channel type. Within the Seaway two channel types have been defined and squat
equations have been defined for each type of channel, per vessel type.
8.2 Channel Type
The effective increase in draught (i.e. increase in squat which lowers the vessel in the water)
depends on the fluid dynamics of the water the vessel is passing through. The effect is different in
a semi-open water channel (shallow lake) where the effect is predominantly between the vessel
and the bottom or in a canal where there may be an additional interaction with the sides of the
canal which may come into play.
The Draught Information System shall be able to select the appropriate Squat Formula for the
Channel Type through which the vessel is passing. This information shall be provided for each
location.
For the St. Lawrence Seaway specific specifications see Annex C.6.
8.3 Ship Type
The fluid dynamics resulting in the effective increase in draught also depends upon the hull of
each particular ship. Ships can be categorized into several particular Ship Types. The Ship Type
together with the Channel Type are used to select the particular Squat Formula.
10
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Draught Information System for the St. Lawrence Seaway
Table 1 gives a list of ship types.
Table 1–Ship Types
Ship Type Name
New Laker
Traditional Laker
Oceangoing3 Laker
Oceangoing Bulker
Chemical Tanker
Table 2 describes the Squat Formula to be used by Ship Type and Channel Type. The table
contains three columns. The first column is a Ship Type Name. The second column is the Squat
Formula to be used in a Canal and the third column is the Squat Formula to be used in a Shallow
Lake. Note the names of the Squat Formulas (squat equations) come from the referenced study
[1] .
Table 2– Equation Use by Ship and Area Types
Ship Type Name
Squat Formula for use in Canal
Squat Formula for use in Shallow
Lake
New Laker
All Ships Canal Equation
(C1)
New Laker Lake Equation
(L2)
Traditional Laker
Traditional Laker Canal Equation
(C2)
Traditional Laker Lake Equation
(L3)
Oceangoing Laker
Oceangoing Laker Canal Equation
(C4)
Oceangoing Laker Lake Equation
(L4)
Oceangoing Bulker
Oceangoing Bulker Canal Equation
(C5)
All Ships Lake Equation
(L1)
Chemical Tanker
Chemical Tanker Canal Equation
(C3)
All Ships Lake Equation
(L1)
These tables may be extended by the Seaways to allow other ship types where appropriate
testing has been done to verify the particular ship dynamics within a class and the new type is
published and approved by the Seaways. Any new equations can only be approved by the
Seaways if they are provided copyright free and once the methodology and applicability in the
Seaway has been demonstrated.
Determination of applicable Ship Type is done in accordance with the Table 3.
3 The University of Laval report, “Maximization of Ship Draft in the St. Lawrence Seaway; Volume 2: In-
Depth Analysis of Squat and UKC” uses the terms Salty Laker for Oceangoing Laker and Salty Bulker for
Oceangoing Bulker. Oceangoing vessels are SOLAS class vessels.
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Draught Information System for the St. Lawrence Seaway
Table 3 - Classification Criteria for Determining Ship Type for Squat Curves
Ship Type
Vessel
Dimensions
Vessel Fleet
Vessel Type
New Laker
OAL>222.5m and
OAB>23.15m
inland
bulk carrier or
cargo or self
unloader or heavy
lift or roll-on/roll-off
Traditional Laker
OAL<=222.5m or
OAB<=23.15m
inland
bulk carrier or
cargo or self
unloader or heavy
lift or roll-on/roll-off
Oceangoing
Laker
OAL>200m or
OAB>23.15m
ocean or
inland/ocean
bulk carrier or
cargo or self
unloader or heavy
lift or roll-on/roll-off
Oceangoing
Bulker
OAL<=200m and
OAB<=23.15m
ocean or
inland/ocean
bulk carrier or
cargo or self
unloader or heavy
lift or roll-on/roll-off
Chemical Tanker
tanker
8.4 Squat Formula
8.4.1
Squat Equation Conditions
The effective theoretical increase in draught depends upon the Channel Type, Ship Type and
other fluid dynamic effects including "local changes in water surface elevation, surges, quick
changes in rudder and propeller ship manoeuvres, variable channel morphology, ship roll, pitch
and heave, and ship meetings" [1] . A set of dynamic squat equations have been developed by
research based on statistical observation of actual ship behaviour that incorporate all of these
factors [1] . These equations are conservative approximations that bound the maximum squat
value and are expressed as a function of speed through water. For vessels that measure speed
through water, this value can be used to calculate estimated squat. For those vessels who don‟t,
vessels will be required to use the current velocity approximations as given in Annex D.
Nine different squat equations have been developed for different channel and ship types. These
equations are fourth order polynomial curves fit to the statistical maximum measured squat
values. They are listed in the following subsections.
For each equation:
where S is the Dynamic Squat expressed in metres,
and
V is the speed through water as expressed in Knots.
Squat also occurs in deeper water conditions, but of course no dynamic squat equations are
needed because the deeper water means that the vessel has an under keel clearance well in
excess of the minimum required.
12
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Draught Information System for the St. Lawrence Seaway
If a vessel is depending on the Draught Information System for safe navigation in shallow lakes or
canals, then the maximum valid range of the squat curve becomes the maximum velocity of the
vessel through water for which data was collected. If this velocity is exceeded the Draught
Information System shall generate an appropriate alarm.
8.4.2
Dynamic Squat Equation for All Ship Types in a Canal
This dynamic squat equation is termed the All Ships Canal Equation and designated Equation
C1.
This equation is valid for speeds through the water from 0 to 8 kn.
This equation shall not be extrapolated and used for speeds exceeding 8 kn because there is no
statistical data to validate behaviour at higher speeds.
This squat equation is more conservative than equations for specific types of vessels so it can be
used for all Ship Types in a canal.
4
3
2
S = 0.0001763 * V + 0.000407 * V - 0.0065785 * V + 0.0821755 * V
8.4.3
Dynamic Squat Equation for Traditional Laker Type in a Canal
This dynamic squat equation is termed the Traditional Laker Canal Equation and designated
Equation C2.
This equation is valid for speed through water from 0 to 7 kn.
This equation shall not be extrapolated and used for speeds exceeding 7 kn.
If some ships of that type exceed 7 kn, the All Ships Canal Equation shall be used up to 8 kn.
4
3
2
S = 0.0003035 * V - 0.0021286 * V + 0.0089056 * V + 0.0289864 * V
8.4.4
Dynamic Squat Equation for Chemical Tanker Type in a Canal
This dynamic squat equation is termed the Chemical Tanker Canal Equation and designated
Equation C3.
This equation is valid for speed through water from 0 to 8 kn.
This equation shall not be extrapolated and used for speeds exceeding 8 kn because there is no
statistical data to validate behaviour at higher speeds.
4
3
2
S = - 0.0004077 * V + 0.0079021 * V - 0.0334612 * V + 0.083439 * V
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Draught Information System for the St. Lawrence Seaway
8.4.5
Dynamic Squat Equation for Oceangoing Laker Type in a Canal
This dynamic squat equation is termed the Oceangoing Laker Canal Equation and designated
Equation C4.
This equation is valid for speed through water from 0 to 8 kn.
This equation shall not be extrapolated and used for speeds exceeding 8 kn because there is no
statistical data to validate behaviour at higher speeds.
4
3
2
S = - 0.0000972 * V + 0.0052199 * V - 0.0318266 * V + 0.111191 * V
8.4.6
Dynamic Squat Equation for Oceangoing Bulk Carrier Type in a Canal
This dynamic squat equation is termed the Oceangoing Bulker Canal Equation and designated
Equation C5.
This equation is valid for speed through water from 0 to 8 kn.
This equation shall not be extrapolated and used for speeds exceeding 8 kn because there is no
statistical data to validate behaviour at higher speeds.
4
3
2
S = - 0.0001364 * V + 0.00559 * V - 0.0286669 * V + 0.0878583 * V
8.4.7
Dynamic Squat Equation for All Ship Types in a Lake
This dynamic squat equation is termed the All Ships Lake Equation and designated Equation
L1.
This equation is valid for speed through water from 0 to 12 kn.
This equation shall not be extrapolated and used for speeds exceeding 12 kn because there is no
statistical data to validate behaviour at higher speeds.
This squat equation is more conservative than equations for specific types of vessels so it can be
used for all Ship Types in a shallow lake condition, that is, in a condition where there is no fluid
dynamic constraint due to the width of the body of water.
The Chemical Tanker and Oceangoing Bulker ship types in a shallow lake condition make use of
this dynamic squat equation.
4
3
2
S = - 0.0000229 * V + 0.0017472 * V - 0.016011 * V + 0.0768478 * V
14
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8.4.8
Dynamic Squat Equation for New Laker Type in a Shallow Lake
This dynamic squat equation is termed the New Laker Lake Equation and designated Equation
L2.
This equation is valid for speed through water from 0 to 12 kn.
This equation shall not be extrapolated and used for speeds exceeding 12 kn because there is no
statistical data to validate behaviour at higher speeds.
4
3
2
S = - 0.000075 * V + 0.0021552 * V - 0.0156176 * V + 0.0725598 * V
8.4.9
Dynamic Squat Equation for Traditional Laker Type in a Shallow Lake
This dynamic squat equation is termed the Traditional Laker Lake Equation and designated
Equation L3.
This equation is valid for speed through water ground from 0 to 12 kn.
This equation shall not be extrapolated and used for speeds exceeding 12 kn because there is no
statistical data to validate behaviour at higher speeds.
4
3
2
S = - 0.0001007 * V + 0.002602 * V - 0.0116014 * V + 0.0429744 * V
8.4.10 Dynamic Squat Equation for Oceangoing Laker Type in a Shallow Lake
This dynamic squat equation is termed the Oceangoing Laker Lake Equation and designated
Equation L4.
This equation is valid for speed through water from 0 to 12 kn.
This equation shall not be extrapolated and used for speeds exceeding 12 kn because there is no
statistical data to validate behaviour at higher speeds.
4
3
2
S = - 0.000021 * V + 0.0019346 * V - 0.0204885 * V + 0.0797849 * V
8.5 Vessel Meets
The mariners are responsible for the safe navigation of their vessels. The DIS is a tool to assist
mariners in making decisions and does not prevent mariners from adapting their decisions to the
prevailing conditions. Mariners are responsible for handling prevailing conditions including meet
situations. Knowing that in some situations additional squat occurs during a vessel meet
situation,Table 4 provides estimates for the amount of squat that needs to be added in this
situation based on the vessel‟s speed.
Further study may refine this information.
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Draught Information System for the St. Lawrence Seaway
Table 4 - Additional Squat During Vessel Meets
For Canals
Own-Ship Speed (kn)
Squat to be added for
meets (cm)
2 to 4
20
4 to 6
30
6 to 8
35
8 to 10
40
For Shallow Lakes
Own-Ship Speed (kn)
Squat to be added for
meets (cm)
2 to 4
10
4 to 6
15
6 to 8
20
8 to 10
25
10 to 12
30
The DIS should provide a mechanism to identify the UKC with the squat values in Table 4 added
to address meet conditions while continuing to display the UKC without the squat values in Table
4 added. For example, a lighter colour could be used to indicate the UKC with the squat values
in Table 4 added.
For vessel meets, within the 3 vessel lengths of own-ship, measured from the bow of own-ship,
the squat will be increased in accordance with Table 4.
8.6 Look-ahead Feature
The system shall provide a look-ahead feature to estimate conditions including vessel squat
relative to current speed through water, calculated water levels from real-time water levels, and
areas of risk/high spots. The look-ahead feature shall cover the look-ahead zone ahead of the
vessel.
16
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9
Operational Specifications
9.1 Display Requirement
The Draught Information System shall display information related to under keel clearance over a
chart background, containing sufficient information to promote safe navigation about under keel
clearances in the Look-ahead Zone, in a timely fashion.
All information required by the Draught Information System relating to safe navigation, including
S-57 chart data, high resolution contour bathymetry, and projected under keel clearance for the
look-ahead zone shall be available to the mariner at the normal conning position in a single
unified display. The minimum S-57 information required is the S-57 "Base". [see IHO S-52 Clause
2.3.3a]. Chart information, including areas of insufficient under keel clearance from squat
calculation shall be part of the above single unified display. That is, the mariner shall not be
required to integrate information across multiple displays. This does not exclude having additional
displays including an ECDIS compliant display also available at the conning position, but all of the
information needed for the Draught Information System needs to be integrated. The display
monitor shall be suitable for night vision on a vessel [see 9.4 ].
AIS targets are to be displayed on the DIS. The following list of values shall be automatically
displayed and updated on the display at a rate of once per second by the system while sailing
and shall be available to the mariner on the display at all times:
Heading
Course Over Ground
Speed Through Water or Calculated Speed Through Water
Individual graphical identification of areas where the minimum UKC is breached for all
high resolution bathymetry data inside the look-ahead zone
Under Keel Clearance
Water level offset from chart datum for the high resolution bathymetry data or, if
unavailable, the water level offset for the chart within the look-ahead zone.
The following item is optional, but if included should be updated/refreshed as frequently as the
required items.
Echo sounder depth reading.
The following list of values shall be automatically updated at a rate of once per second by the
system when sailing and available to be displayed to the mariner upon request:
Date and Time of observation in the format of Date/Hour:Minute:Second
ID of the water level station used by the system to determine water levels in front of OwnShip
Elevations of the water above reference datum (i.e. IGLD-85 for the Seaway) of the water
level station used by the system to determine the water levels in the look-ahead zone;
Water level offset from chart datum of the chart at the location of the water level station
used by the system to determine water level in the look-ahead zone;
ID of the water level station used by the system behind Own-Ship
Elevation of the water above reference datum (i.e. IGLD-85 for the Seaway) of the water
level station used by the system behind Own-Ship
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Draught Information System for the St. Lawrence Seaway
Water level offset from chart datum of the chart at the location of the water level station
used by the system behind Own-Ship
Elevation of the water above reference datum (i.e. IGLD-85 for the Seaway) at Own-Ship
Water level offset from chart datum of the chart at the location of Own-Ship
Individual identification of areas where the minimum UKC is breached
Ship type of Own-Ship. (from list of types in Table 1)
Channel type as used by the squat formulas
o Canal
o Shallow Lake
Indicate if a manual water level offset is applied.
Note: A manual water level offset allows an operator to manually enter water levels as a
backup situation when water level information acquisition fails. This must be recorded in log
file and indicated on the display.
9.2 Recording Requirement
System shall be capable of storing and displaying transit information as specified in Annex B.
9.3 Customization Requirement
This value to be set by the mariner before the voyage commences:
Draught of Own-Ship (resolution 0.01 metre)
These fixed values to be set by the installer of the system:
Ship Type of Own-Ship (from list of types in Table 1)
Seaway Safety Factor (resolution 0.01 metre) set to 30 cm (approximately 1 foot
The values of the water level are normally received by AIS message but may be set manually if
accurate water level data is not available.
A mechanism shall be provided to allow the system to be reset to default DIS mode.
9.4 General Requirement
The computing hardware that is used to support the Draught Information System may be
whatever is required by the company to support their software. The hardware shall not interfere
with required navigation equipment in regard to EMI (Electro Magnetic Interference).
Since "off the shelf" office monitors are too bright at night the monitors shall be suitable for night
vision on a vessel in compliance with IEC 60945.
The software used to implement the Draught Information System should be such that during
normal operation minimal input is required from the navigator.
The system should be an indicator only and warn the navigator in a clear recognizable manner in
accordance with industry accepted alarm indication methods. See Annex E Alarms and Alerts.
The system is not intended to be a primary navigation device but rather an aid to navigation.
18
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Draught Information System for the St. Lawrence Seaway
Annex A (normative)
Conformance and Testing
A.1 Overview
A.1.1 Introduction
The 12 conformance clauses describe the requirements for compliance with this specification. All
systems shall comply with clauses A.2.1 to A.2.12 corresponding to the generic conformance
requirements. Some of the conformance clauses contain optional elements.
These tests allow an independent third party to verify compliance of a Draught Information
System (DIS) to the requirements specified in this document. To apply these tests the test data
suites associated with each test shall be provided to the Implementation Under Test (IUT) and the
results verified against the results recorded for the particular test. Variation is permitted in how
systems for different manufacturers display results, but no variation is permitted in the results
related to safety of navigation. The test data sets required and the comparison images are given
in Table 6.
Some of these tests involve simulation of the movement of the vessel. If the IUT is not capable of
simulation then the manufacturer will need to provide a mechanism to simulate sensor inputs to
allow verification of compliance.
A.2 Conformance Tests
A.2.1 Conformance to Read and Process S-57 Format ENC Data
a) Test Purpose: Verify that a Draught Information System is able to read and process S-57
format ENC data and displaying all of the features at the base display level as defined in
S-52. Note: this is a case where there is only base S-57 data and no contour bathymetry.
This is a real case since there is no high resolution bathymetry for areas of sufficient
depth. In this case only the background is displayed.
b) Test Method: The test is in two parts driven by two separate sets of test data.
b1. The first test data set (TD1) contains a complete repertoire of all of the S-57
objects that occur in an S-57 data set. This data set is the root data set from the
IHO Unencrypted ENC Test Data Set 4 . The data to be loaded are the files
gb4x0000.000 and gb5x01nw.000. The data provided includes the ENC
Catalog.031 file, the other associated harbour level charts and the associated
files. To place the ship on the chart the ship position of 32 29.668S, 060
55.864E should be established with a heading of 234.0 degrees. This will place
4
This data is available as part of the suite of IHO test data from < http://www.ihoohi.net/iho_pubs/standard/S-64_Edition_1-1/ENC_Test_Data_Sets/ENC_TDS_intro.htm >. See Ref [9] .
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Draught Information System for the St. Lawrence Seaway
ship at the jetty in Micklefirth. The IUT shall be able to read the test data set
without generating an error. The resulting image displayed shall be at a
minimum all of the S-57 features identified in S-52 as being in the "base"
display. The display of more than the base level features is also permitted.
Compliance is verified by first ensuring that the system does not generate an
error when processing the data set. Compliance is then verified by manual
comparison of the displayed image with a comparison displayed image
represented as an image data file (CI 1).
b2. The second data set (TD2) is a data set covering a real area in the St Lawrence
Seaway. This data set is specifically marked as test data and not for navigation.
The test data set is over a section of the area from St Lambert to Beauharnois.
This data set contains typical data and does not include all of the possible S-57
feature objects. The IUT shall be able to read the test data set without
generating an error. The resulting image displayed shall be at a minimum all of
the S-57 features identified in S-52 as being in the "base" display. The display
of more than the base level features is also permitted. Compliance is verified by
first ensuring that the system does not generate an error when processing the
data set. Compliance is then verified by manual comparison of the displayed
image with a comparison displayed image represented as an image data file (CI
2).
c) Reference: Clause 7.2.1,
d) Test Type: Capability.
A.2.2 Conformance to Read and Process High Resolution Contour Bathymetry
Data
a) Test Purpose: Verify that a Draught Information System is able to read and process high
resolution contour bathymetry data as an additional layer of data to be displayed on top
of the display of ENC data.
b) Test Method: The test is in three parts driven by two separate sets of test data.
b1. The first test data (TD 3) set contains high resolution bathymetry data which
consists of a set of contour data with a close contour spacing. This test data set
overlays the test data set TD 2, and is also over a section of the area from St
Lambert to Beauharnois. This data set contains all of the S-57 object types
identified in Clause 7.2.2. The IUT shall be able to read the test data set without
generating an error. The resulting image displayed shall be all of the S-57
contour bathymetry features in the test data set overlaid over the ENC data.
Compliance is verified by first ensuring that the system does not generate an
error when processing the data set. Compliance is then verified by manual
comparison of the displayed image with a comparison displayed image
represented as an image data file (CI 3).
b2. The second part of the test shows the effect where no high resolution data is
available. Such cases could occur where portions of the navigational area are
of sufficient depth for navigation and no high resolution data has been made
available. In Test A 2.2 b1) the high resolution data did not cover the entire
20
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Draught Information System for the St. Lawrence Seaway
chart area. In those cases where there is no high resolution bathymetry data
there is no overlay and so the base chart is displayed. Compliance is verified by
manual comparison of the displayed image represented as an image data file
(CI 3), which is the same image files as used in test A 2.2 b1).
b3. The third part of the test uses a second data set (TD 4) which is a constructed
data set containing non-closed contour curves. This is a deliberately incorrect
data set. This data set is specifically marked as test data and not for navigation,
contains deliberate errors for testing. The test data is constructed and is not
necessarily over any particular area. The IUT shall be able to read the test data
set without generating a processing error. That is, the DIS should not crash on
incorrect data. The IUT is not required to detect the incorrect data but shall
"degrade gracefully" resulting in the minimum disruption of the display.
Compliance is verified by first ensuring that the system does not generate an
error when processing the data set except to possibly identify the incorrect data
set. Compliance is then verified by manual comparison of the displayed image
with a comparison displayed image represented as an image data file (CI 4) to
determine whether the system has degraded gracefully. By "degrade gracefully"
it is meant to act in such a manner so as to not decrease safety of navigation.
c) Reference: Clause 7.2.2,
d) Test Type: Capability.
A.2.3 Conformance to Maintain a Log of Updates
a) Test Purpose: Verify that a Draught Information System maintains a log of updates.
b) Test Method: The IUT shall demonstrate that it maintains a log of updates showing all
files being used as well as version. The test is accomplished by first loading the test S-57
ENC data set over a section of the area from St Lambert to Beauharnois (TD 2) and then
loading the corresponding contour bathymetry data set (TD 3) and then loading a second
version (TD5) of the S-57 ENC data set with the date modified to identify it as a
replacement update, and then loading the corresponding contour bathymetry data set
(TD 6) with the date modified to identify it as a replacement update. Compliance is
verified by manually inspecting the update file to ensure that the history of the test S-57
data set and its replacement and the corresponding contour bathymetry data set and its
replacement are recorded in the log data file, and that the files and versions are recorded
as being current.
c) Reference: Clause 7.2.3,
d) Test Type: Basic.
A.2.4 Conformance to Read and Process AIS Information
a) Test Purpose: Verify that a Draught Information System is able to read and process AIS
"broadcast" binary message number 8, containing the Seaway AIS "Water Level"
message number 3.
b) Test Method: The test is in two parts driven by two separate sets of test data
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Draught Information System for the St. Lawrence Seaway
b1. The first data set contains typical AIS data. The IUT shall demonstrate that it is
able to read and process AIS "broadcast" binary message number 8, containing
the Seaway AIS "Water Level" message number 3 by receiving and processing
a test data set of AIS messages defining a set of water levels over a section of
the area from St Lambert to Beauharnois. This test data is derived from typical
data from actual usage. This test data set is to be marked as test data and not
for navigation. In the test situation the simulation of the vessel is to be stopped
(no velocity over ground). Compliance is then verified by manual comparison of
the water level displayed against that communicated in the AIS message.
b2. The second test data set contains some constructed AIS data which artificially
results in zones of deep water and zones of shallow water. The IUT shall
demonstrate that it is able to read and process this constructed, but valid, AIS
data. This test data set is to be marked as test data and not for navigation. In
the test situation the simulation of the vessel is to be stopped (no velocity over
ground). Compliance is then verified by manual comparison of the water level
displayed against that communicated in the AIS message. The artificial areas of
shallow and deeper water should be discernible.
c) Reference: Clause 7.3.1,
d) Test Type: Capability.
A.2.5 Conformance to Manage Water Level Requirements
a) Test Purpose: Verify that a Draught Information System is able to manage water level
requirements. This is a multi-part test that addresses the ability of an IUT to be able to
read and process an AIS "broadcast" binary message number 8, containing the Seaway
AIS "Water Level" message number 3 that provides water level information; the ability of
an IUT to be able to calculate the accurate water level offset from chart datum at the
water level station position; and, the ability of an IUT to be able to calculate the accurate
water level offset from chart datum at Ship's Own Position based on a linear interpolation
between the gauge ahead and the gauge behind the vessel.
b) Test Method: The test is in 3 parts driven by separate sets of test data
b1. The first test situation makes use of three test data sets. The first data set is the
S-57 data over a section of the area from St Lambert to Beauharnois TD 2. The
second is the High Resolution Contour Bathymetry test data set over the same
area TD 3. The third Test data set contains typical AIS data (TD 7). The IUT
shall demonstrate that it able to read and process AIS "broadcast" binary
message number 8, containing the Seaway AIS "Water Level" message number
3 by receiving and processing the test data set of AIS messages defining a set
of water levels over a section of the area from St Lambert to Beauharnois. This
test data is derived from typical data from actual usage. This test data set is to
be marked as test data and not for navigation. In the test situation the
simulation of the vessel is to be stopped (no velocity over gound) at a water
level gauge. Compliance is then verified by manual comparison of the displayed
image showing areas of unsafe water with a comparison displayed image
represented as an image data file (CI 5). This verifies the complete chain of
events from the ability to be able to read and process AIS water level
information to water level calculation and then the display of the resulting image.
22
© St Lawrence Seaway Management Corporation – All rights reserved,
© Saint Lawrence Seaway Development Corporation – All rights reserved
Draught Information System for the St. Lawrence Seaway
b2. The second test situation makes use of the same test data sets TD 2 and TD3
with TD 7 with the ship position set between two water level gauges to show
interpolation of water gauge levels. In the test situation the simulation of the
vessel is to be stopped (no velocity through over ground) at a position between
two water level gauges to show interpolation between the levels. Compliance is
then verified by manual comparison of the displayed image showing areas of
unsafe water with a comparison displayed image represented as an image data
file (CI 6). This verifies the complete chain of events from the ability to be able
to read and process an AIS water level information to water level calculation
and then the display of the resulting image.
b3. The third test situation makes use of some constructed AIS data in test data set
(TD 8) which artificially results in zones of deep water and zones of shallow
water. This test data set is to be marked as test data and not for navigation.
This data is overlaid over a constructed S-57 chart that contains only the
boundary of the test area (TD 9) and constructed high resolution contour
bathymetry data that contains steps of different depths (TD 10). The IUT shall
demonstrate that it is able to read and process this constructed, but valid, AIS
data. In the test situation the simulation of the vessel is to be stopped (no
velocity through over ground). Compliance is then verified by manual
comparison of the displayed image showing areas of unsafe water with a
comparison displayed image represented as an image data file (CI 7). The
artificial areas of shallow and deeper water should be discernible.
c) Reference: 7.3,
d) Test Type: Capability.
A.2.6 Conformance to Determine Channel Type
a) Test Purpose: Verify that a Draught Information System is able to select the appropriate
Squat Formula for the Channel Type through which the vessel is passing.
b) Test Method: The IUT shall demonstrate that it is able to select the appropriate Squat
Formula for the Channel Type through which the vessel is passing by positioning the
vessel, in a simulation of the system with the vessel in two locations. The test is
accomplished by first loading the test S-57 ENC data set over a section of the area from
St Lambert to Beauharnois (TD 2) and then loading the corresponding contour
bathymetry data set (TD 3). The vessel is then positioned between the Calling-in Point 2
and the St. Lambert Lock. The system should indicate that the squat formula to be used
is of "Canal" type. The vessel is then positioned between Buoy A-1 and Buoy A-13. The
system should indicate that the squat formula to be used is of "Shallow Lake" type. See
Table 9.
c) Reference: Clause 7.2.3,
d) Test Type: Basic.
© St Lawrence Seaway Management Corporation – All rights reserved,
© Saint Lawrence Seaway Development Corporation – All rights reserved
23
Draught Information System for the St. Lawrence Seaway
A.2.7 Conformance to Squat Equation Conditions
a) Test Purpose: Verify that a Draught Information System is capable of calculating
estimated squat.
b) Test Method: The IUT shall demonstrate that it is capable of calculating estimated squat
for a set of conditions. In order to set-up the DIS the test S-57 chart TD 2 overlaid with
the test High Resolution Bathymetry data set TD 3 are to be loaded. The test AIS data
TD 7 is also to be loaded to establish the water levels. The test is accomplished by
simulating the velocity of the vessel at different speeds from 0 kn to a maximum for each
different ship type and in each condition Canal or Shallow Lake. The following table gives
the matrix of test conditions. Compliance is determined by setting the ship type, the
position of the vessel between the Calling-in Point 2 and the St. Lambert Lock for "Canal"
type and the positioned between Buoy A-1 and Buoy A-13 for "Shallow Lake" type. and
the vessel simulated velocity as per the table and comparing the results of the squat
calculation to the calculated values given in the table. Values should be accurate to 1 cm.
Table 5 - Test Conditions for Squat Equations
Calculated
meters
Ship Type
Squat
in
Velocity through Water in kn
Channel
Type
0
1
2
3
4
5
6
7
8
All Ship
Types
Canal
0.00
0.08
0.14
0.21
0.29
0.41
0.57
0.82
1.17
Traditional
Laker
Canal
0.00
0.04
0.08
0.13
0.20
0.29
0.43
0.64
Chemical
Tanker
Canal
0.00
0.06
0.09
0.13
0.20
0.31
0.47
0.68
0.90
Oceangoing
Laker
Canal
0.00
0.08
0.14
0.18
0.24
0.35
0.52
0.78
1.13
Oceangoing
Bulk Carrier
Canal
0.00
0.06
0.10
0.15
0.22
0.34
0.53
0.80
1.17
All Ship
Types
Lake
0.00
0.06
0.10
0.13
0.16
0.19
0.23
0.30
New Laker
Lake
0.00
0.06
0.10
0.13
0.16
0.19
0.24
Traditional
Laker
Lake
0.00
0.03
0.06
0.09
0.13
0.19
Oceangoing
Laker
Lake
0.00
0.06
0.09
0.11
0.11
0.12
9
10
11
12
0.39
0.52
0.69
0.90
1.16
0.30
0.38
0.47
0.57
0.68
0.79
0.27
0.38
0.52
0.68
0.86
1.06
1.25
0.13
0.17
0.23
0.33
0.47
0.67
0.91
c) Reference: Clause 8.4,
d) Test Type: Capability.
24
© St Lawrence Seaway Management Corporation – All rights reserved,
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Draught Information System for the St. Lawrence Seaway
A.2.8 Conformance to Determine Vessel Meet Condition
a) Test Purpose: Verify that a Draught Information System is able to apply an additional
squat offset for vessel meets.
b) Test Method: The IUT shall demonstrate that it is able to apply additional squat for 3
vessel lengths ahead of a meet in accordance with the values given in Table 4. This test
is accomplished in two situations, one approaching a vessel in a canal, and one
approaching a vessel in a shallow lake.
b1. The test is accomplished by loading the test S-57 ENC data set over a section
of the area from St Lambert to Beauharnois (TD 2) and then loading the
corresponding contour bathymetry data set (TD 3). The test vessel is then
positioned in the South Shore Canal proceeding downstream at 2kn. The length
of the test vessel is to be set to 200 m. This is a basic test and all of the
locations where the vessel meet condition applies are not tested. A second
vessel is placed in the path in front of the test vessel. The length of the test
vessel is to be set to 150 m. The second vessel is to proceed toward toward the
first vessel at 2 kn. It is necessary for the system to be able to calculate the
point when the second vessel will be 3 vessel lengths from own-ship, as
measured from the bow of own-ship (a 600 m gap) in order to apply the
increase in squat in accordance with Table 4. This is verified by manual
inspection of the squat measurement on the display. Alternately, the test is
accomplished by loading the provided data set (AIS data – general.log), and
creating own-ship (200m OAL) sailing downbound in the upper portion of the
South Shore canal, and meeting the upbound „Birchglen‟ (MMSI: 316004880
and OAL 222.54m) coming out of Cote Ste Catherine lock (between mile 12
and 13, time interval 18:05 and 18:11 hrs UTC) at a speed ranging from 5.8 to
6.4 knots. As indicated above, it is necessary for the system to be able to
calculate the point when the second vessel will be 3 vessel lengths from ownship, as measured from the bow of own-ship (a 600 m gap) in order to apply the
increase in squat in accordance with Table 4. This is verified by manual
inspection of the squat measurement on the display.
b2. The test is repeated with a velocity of 4, 6, and 8 kn to test every value of the
table for a meet in a canal.
b3. The test is then repeated using the same data. The test vessel is then
positioned in the Lac St. Louis, proceeding downstream at 2kn. The length of
the test vessel is to be set to 185m. A second vessel is placed in the path in
front of the test vessel. The length of the test vessel is to be set to 175m. The
second vessel is to proceed toward toward the first vessel at 2.5 kn. It is
necessary for the system to be able to calculate the point when the second
vessel will be 3 vessel lengths from own-ship, as measured from the bow of
own-ship (a 555 m gap) in order to apply the increase in squat in accordance
with Table 4. This is verified by manual inspection of the squat measurement on
the display. Alternately, the test is accomplished by loading the provided data
set (AIS data – general.log), and creating own-ship (185m OAL) sailing
downbound on Lac St. Louis, and meeting the upbound „Gordon C. Leitch‟
(MMSI: 316001711 and OAL 222.51m) below mile 25 (Time interval 17:28 and
17:45 hrs UTC) at a speed ranging from 2.3 to 2.5 knots. As indicated above, it
is necessary for the system to be able to calculate the point when the second
© St Lawrence Seaway Management Corporation – All rights reserved,
© Saint Lawrence Seaway Development Corporation – All rights reserved
25
Draught Information System for the St. Lawrence Seaway
vessel will be 3 vessel lengths from own-ship, as measured from the bow of
own-ship (a 555 m gap) in order to apply the increase in squat in accordance
with Table 4. This is verified by manual inspection of the squat measurement on
the display.
b4. The test is repeated with a velocity of 4, 6, 8 and 10 kn to test every value of the
table for a meet in a shallow lake.
c) Reference: 8.5,
d) Test Type: Basic.
A.2.9 Conformance to Determine Look-ahead Feature
a) Test Purpose: Verify that a Draught Information System supports a look-ahead feature to
estimate conditions including vessel squat relative to current speed through water,
calculated water levels from real-time water levels, and areas where the predicted UKC
of the vessel is less than the minimum UKC specified by the Seaway. An actual outline of
the limits of the look-ahead zone does not need to be drawn on the display.
b) Test Method: The IUT shall demonstrate that it maintains a look-ahead feature by
showing areas in the look-ahead zone ahead of the vessel where the predicted UKC of
the vessel is less than the minimum UKC specified by the Seaway. The look-ahead zone
is a minimum of 6 minutes travel for the vessel at its current velocity. It may be calculated
from the current velocity of the vessel and displayed, or it may be set to a greater amount,
as indicated in Clause B.1.3 The test is accomplished by first loading the test S-57 ENC
data set over a section of the area from St Lambert to Beauharnois (TD 2) and then
loading the corresponding contour bathymetry data set (TD 3) and then loading AIS test
data (TD 7). Compliance is verified by manually inspecting the display to ensure that a
graphical representation of areas where the predicted UKC of the vessel is less than the
minimum UKC specified by the Seaway is presented.
c) Reference: Clause 8.6,
d) Test Type: Basic.
A.2.10 Conformance to Verify Display Requirements
a) Test Purpose: Verify that a Draught Information System meets the display requirements.
b) Test Method: The IUT shall demonstrate that it is able to display on a single DIS display
all information relating to safe navigation as applicable to a DIS, including projected
under keel clearance for the look-ahead zone and other related parameters. The test is a
multi-part test that addresses the display of information overlaid on an ENC, and support
information that is to be displayed at all times and that which is to be made available
upon request.
b1. The first test is accomplished by loading the test S-57 ENC data set over a
section of the area from St Lambert to Beauharnois (TD 2) and then loading the
corresponding contour bathymetry data set (TD 3) and the test AIS data set (TD
7). The vessel should be set to All Ships type and the draught of the ship set so
that both safe and unsafe areas are visible. Conformance is verified by
26
© St Lawrence Seaway Management Corporation – All rights reserved,
© Saint Lawrence Seaway Development Corporation – All rights reserved
Draught Information System for the St. Lawrence Seaway
manually examining the display to ensure that areas of water where the
predicted UKC of the vessel is less than the minimum UKC specified by the
Seaway are visible in the look-ahead zone in front of the vessel.
b2. The second test is accomplished by manually examining the display to ensure
that the following list of values are automatically displayed and updated at a
rate of once per second.
Heading
Course Over Ground
Speed Through Water or Calculated Speed Through Water
Individual identification of areas where the minimum UKC is
breached for all high resolution bathymetry data inside the lookahead zone
Under Keel Clearance
Water level offset from chart datum for the high resolution
bathymetry data or, if unavailable, the water level offset for the chart
within the look-ahead zone
b3. The third test is accomplished by manually examining the display to ensure that
the following list of values are possible to be displayed upon request and are
updated at a rate of once per second.














Date and Time of observation in the format of Date/Hour:Minute:Second
ID of the water level station used by the system to determine water levels
in front of Own-Ship
Elevations of the water above reference datum (i.e. IGLD-85 for the
Seaway) of the water level station used by the system to determine the
water levels in the look-ahead zone;
Water level offset from chart datum of the chart at the location of the
water level station used by the system to determine water level in the
look-ahead zone;
ID of the water level station used by the system behind Own-Ship
Elevation of the water above reference datum (i.e. IGLD-85 for the
Seaway) of the water level station used by the system behind Own-Ship
Water level offset from chart datum of the chart at the location of the
water level station used by the system behind Own-Ship
ID of the water level station used by the system at Own-Ship
Elevation of the water above reference datum (i.e. IGLD-85 for the
Seaway) at Own-Ship
Water level offset from chart datum of the chart at the location of OwnShip
Individual identification of areas where the minimum UKC is breached
Ship type of Own-Ship. (from list of types in Table 1)
Channel type as used by the squat formulas
Canal
Shallow Lake
Indicate if a manual water level offset is applied.
c) Reference:9.1,
d) Test Type: Basic.
© St Lawrence Seaway Management Corporation – All rights reserved,
© Saint Lawrence Seaway Development Corporation – All rights reserved
27
Draught Information System for the St. Lawrence Seaway
A.2.11 Conformance to Verify Recording Requirements
a) Test Purpose: Verify that a Draught Information System is capable of recording the
voyage of the vessel and the route, under keel clearance, water levels and other
parameters needed to be able to replay the voyage.
b) Test Method: The IUT shall demonstrate that it maintains a record of all of the
parameters identified in Annex B Recording Requirements. Conformance is verified by
running a simulated voyage using the available test data (such as TD 2, TD 3 and TD 7)
and then manually examining the recorded information to ensure that each item in the list
given in Annex B is recorded with a playback interval of 2 seconds, This is to be a 2
second recording interval not estimated value based on an interpolation between more
broadly spaced recording times.
c) Reference: Clause 9.2,
d) Test Type: Basic.
A.2.12 Conformance to Verify General Requirements
a) Test Purpose: Verify that a Draught Information System supports the general
requirements for hardware and software given in Clause 9.4.
b) Test Method: The test is in three parts.
b1. The first test is to verify that the hardware shall not interfere with required
navigation equipment in regard to EMI (Electro Magnetic Interference).
Conformance is only tested by manual inspection of the system and any other
adjacent systems.
b2. The second test is to determine that the monitors are suitable for night vision on
a vessel. Conformance is verified by either ensuring that the monitor used is
marked as compliant with IEC 60945 with respect to display characteristics, or
by performing the tests for night vision compliance as referenced in IEC 60945
b3. The third test is to determine that software used to implement the DIS should be
such that during normal operation minimal input is required from the navigator
and that alarms are clear but do not overload the operator. Conformance is
verified by ensuring that the DIS system is capable of generating alarms
combined with appropriate alerts for the following conditions.
UKC alarm.
Squat Curve alarm
Operational Data Invalid alarm
Sounder alarm (This alarm is optional since the availability of an
echo-sounder is optional.)
28
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© Saint Lawrence Seaway Development Corporation – All rights reserved
Draught Information System for the St. Lawrence Seaway
c) Reference: Clause 9.4, E.2
d) Test Type: Basic.
A.3 Test Data Sets Used in the Conformance Tests
The following is a list of the test data sets and the associated image files uses in the conformance
test suite. All the data sets shall be marked as test data - not for navigation.
Table 6–Test Data Sets and Comparison Images
Test
ID
Name
Description
TD 1
IHO
Unencrypted
ENC Test Data Set
Root data set of the IHO Unencrypted ENC Test Data Set suite,
available
from
the
IHO
at
<
http://www.ihoohi.net/iho_pubs/standard/S-64_Edition_11/ENC_Test_Data_Sets/ENC_TDS_intro.htm >. IHO S-64 IHO
TEST DATA SETS FOR ECDIS, Edition 1.1 – December 2008,
describes the IHO test suite.The IHO Test Data Set suite
includes many tests for compliance of an ECDIS through IEC
standard 61174. Only the files in the IHO Power Up\ENC_ROOT
directory are used. These are listed below:
Power
Up\ENC_ROOT
CATALOG.031
GB4X0000.000
GB5X01NE.000
GB5X01NW.000
GB5X01SE.000
GB5X01SW.000
GB5X02SE.000
GBCHAINS.txt
GBDEVARE.txt
GBIECTMP.txt
GBTESTPC.tif
GBX4000T.tif
README.TXT
CI 1
IHO
Unencrypted
ENC Test Data Set,
Power
Up\ENC_ROOT
Image
A screen shot image of a portion of TD1 displayed showing the
"base" features as described in S-52 to be used for comparison
in the test suite.
TD 2
S-57 SL-BOH
S-57 test data set is over a section of the area from St Lambert
to Beauharnois in the St Lawrence Seaway.
Note: This data set is to be marked Test Data - Not for
Navigation.
CI 2
S-57 SL-BOH Image
A screen shot image of a portion of TD2 to be used for
comparison in the test suite.
TD 3
HRCBathy SL-BOH
High Resolution Contour Bathymetry in S-57 format as a test
data set over a section of the area from St Lambert to
Beauharnois in the St Lawrence Seaway.
Note: This data set is to be marked Test Data - Not for
© St Lawrence Seaway Management Corporation – All rights reserved,
© Saint Lawrence Seaway Development Corporation – All rights reserved
29
Draught Information System for the St. Lawrence Seaway
Test
ID
Name
Description
Navigation.
CI 3
S-57 SL-BOH Image
A screen shot image of a portion of TD3 to be used for
comparison in the test suite.
TD 4
HRCB
Contour
A constructed, deliberately incorrect, High Resolution Contour
Bathymetry in S-57 format as a test data set with non-closed
contours. The test data is constructed and is not necessarily
over any particular area.
Open
Note: This data set is to be marked Test Data - Not for
Navigation, contains deliberate errors for testing.
CI 4
HRCB
Open
Contour Image
A screen shot image of a portion of TD4 to be used for
comparison in the test suite.
TD 5
S-57 SL-BOH V2
S-57 test data set is over a section of the area from St Lambert
to Beauharnois in the St Lawrence Seaway with the date
modified so it can be used as an update.
Note: This data set is to be marked Test Data - Not for
Navigation.
TD 6
HRCBathy SL-BOH
V2
High Resolution Contour Bathymetry in S-57 format as a test
data set over a section of the area from St Lambert to
Beauharnois in the St Lawrence Seaway with the date modified
so it can be used as an update.
Note: This data set is to be marked Test Data - Not for
Navigation.
TD 7
AIS Test Data
A set of typical AIS test data for a section of the area from St
Lambert to Beauharnois in the St Lawrence Seaway containing
"broadcast" binary message number 8, containing the Seaway
AIS "Water Level" message number 3 that provides water level
information at water gauge stations in the area;
Note: This data set is to be marked Test Data - Not for
Navigation.
CI 5
AIS Test Data Image
1
A screen shot image of a portion of TD 7 overlain on TD 2 and
TD 3 with the ship positioned at a water gauge station to be
used for comparison in the test suite.
CI 6
AIS Test Data Image
2
A screen shot image of a portion of TD 7 overlain on TD 2 and
TD 3 with the ship positioned between two water gauges to
show interpolation to be used for comparison in the test suite.
TD 8
AIS Artificial
Data
Constructed AIS data in test data set that contains artificially
zones of deep water and zones of shallow water levels.
Test
Note: This data set is to be marked Test Data - Not for
30
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© Saint Lawrence Seaway Development Corporation – All rights reserved
Draught Information System for the St. Lawrence Seaway
Test
ID
Name
Description
Navigation.
TD 9
S-57 Blank Chart
Constructed S-57 chart data that contains only the boundary of
the test area. This provides a blank background to overlay TD
10.
Note: This data set is to be marked Test Data - Not for
Navigation.
TD 10
HRCB Steps
Constructed high resolution contour bathymetry data that
contains steps of different depths (TD 10).
Note: This data set is to be marked Test Data - Not for
Navigation.
CI 7
AIS Steps Image
A screen shot image of a portion of TD 8 overlain on TD 9 and
TD 10 with the ship positioned between two water gauges. This
image should show discernable differences for different depths.
© St Lawrence Seaway Management Corporation – All rights reserved,
© Saint Lawrence Seaway Development Corporation – All rights reserved
31
WD Draught Optimization System for the St. Lawrence Seaway
Annex B (normative)
Recording Requirements
B.1 Overview
B.1.1 Introduction
The Draught Information System shall record the voyage of the vessel and the route, under keel
clearance, water levels and other parameters needed to be able to replay the voyage. A voyage
is any identifiable mechanism of describing the transit of a vessel in the Seaway. This may be
different between manufacturers. The recording shall include sufficient data to allow a full
playback of the voyage on the same version of the Draught Information System.
The system shall also be able to output a record of the voyage as a file that contains a record of
the route of the vessel, the water levels, the bathymetric data used and the sensor data received
over any time period requested by the Seaway for operational and legal purposes. The data can
be held as electronic records as long as it can be extracted on demand to produce external
records as required.
B.1.2 Values to be Reproduced at Time of Playback
Note: At a minimum the status shall be recorded every 2 seconds.
Latitude / Longitude of Own-Ship
Heading of Own-Ship
Course over Ground of Own-Ship
Speed over Ground of Own-Ship
Calculated Speed Through water of Own-Ship
Accurate outline of Own-Ship when representation of this outline is 6mm or larger on the
screen. If the representation of this outline is smaller than 6 mm the vessel is represented
by the Own-Ship icon
Ship type of Own-Ship (from list of types in Table 1).
Area type as used by the squat formulas
o Channel
o Shallow lake
Draught of Own-Ship. (Resolution 0.01 metre)
Minimum UKC of Own-Ship (Seaway specified 0.3 metre)
ID of the water level station used by the system in front of Own-Ship
Elevation of the water above reference datum (i.e. IGLD-85 for the Seaway) of the water
level station used by the system in front of Own-Ship
Water level offset from chart datum of the chart at the location of the water level station
used by the system in front of Own-Ship
ID of the water level station used by the system behind Own-Ship
© St Lawrence Seaway Management Corporation – All rights reserved,
© St Lawrence Seaway Development Corporation – All rights reserved
32
Draught Information System for the St. Lawrence Seaway
Elevation of the water above reference datum (i.e. IGLD-85 for the Seaway) of the water
level station used by the system behind Own-Ship
Water level offset from chart datum of the chart at the location of the water level station
used by the system behind Own-Ship
Elevation of the water above reference datum (i.e. IGLD-85 for the Seaway) at Own-Ship
Water level offset from chart datum at the location of Own-Ship
Individual identification of areas where the minimum UKC is breached
Indication of whether a manual water level offset has been applied and the value applied.
B.1.3 Records to be Held Onboard of the Vessel
Revision and installation dates for all charts including high resolution bathymetry data
used during the passage
All values entered manually into the system
o Ship type of Own-Ship
o Draught of Own-Ship
o Minimum UKC
o Length of the look-ahead zone in front of Own-Ship (if other than the default)
Note: The look-ahead zone is a minimum of 6 minutes at the current speed, but can be more.
Note: When squat is influenced by the position of a second vessel, the position of that vessel
should be part of the recorded data. AIS targets (other vessels) should be tracked and recorded
as part of the history of the voyage. Therefore the following items should be recorded.
Latitude / Longitude of any AIS targets
Heading of any AIS targets
Course over Ground of any AIS targets
Speed over Ground of any AIS targets
Vessel type of any AIS targets
Accurate outline of any AIS targets when representation of this outline is 6mm or larger
on the screen. If the representation of this outline is smaller than 6 mm the vessels are
represented by the AIS icon. Note: The 6mm outline specification is defined in S-57 and
S-52.
Name and MMSI of the vessel.
The data required for playbacks, including revisions, versions, installation dates and manually
entered values shall be held onboard of the vessel for a minimum period of 14 days after the
vessel completes its transit of the Seaway System.
Records of revisions, installation dates and manually entered values shall be in electronic format
and may also be held in paper format. These records shall be held indefinitely.
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WD Draught Information System for the St. Lawrence Seaway
Annex C (normative)
Draught Information Parameters Specific to
the St Lawrence Seaway
C.1 Introduction
This document is defined as a generic specification that may be applied as an aid to navigation in
a number of situations. However, it is specifically established for use in the St. Lawrence Seaway
between Montreal and Lake Ontario and the Welland Canal. This annex defines the specific
parameters that apply to the St. Lawrence Seaway as of the publication date of this document.
These parameters may be updated by the St. Lawrence Seaways as appropriate, by published
regulations.
C.2 Minimum Under Keel Clearance
The minimum under keel clearance for the St. Lawrence Seaway shall be 0.30 meters.
C.3 High Resolution Bathymetry
The content of the S-57 hydrographic chart for high resolution bathymetry data is defined by the
national Hydrographic Office. In Canada this is The Canadian Hydrographic Service, and in the
United States this is NOAA Coast and Geodetic Survey.
The high resolution bathymetry data shall have 10 cm contour lines in IHO S-57 format as
supplied by the Seaway Corporations or national hydrographic office5.
C.4 Water Level Datum
The water level datum used in the St. Lawrence Seaway is the International Great Lake Datum
1985. (IGLD-85).
C.5 Water Level Interpolation
The Draught Information System shall be able to calculate the accurate water level at Ship's Own
Position based on a linear interpolation between the closest water level station(s) in the Seaway.
5 Canadian Hydrographic Service or US NOAA Coast and Geodetic Survey
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Draught Information System for the St. Lawrence Seaway
For the St. Lawrence Seaway between Montreal and Lake Ontario the interpolation shall be
between the closest station in front of the vessel and the closest station behind the vessel as per
the list of gauges provided in Table 7 below.
For the Welland Canal, only one value is transmitted by the AIS system and is valid for the reach
between each lock in the canal.
The list of water level station IDs as defined at the time of publication of this specification are
given in Table 7 and Table 8.
Table 7– Montreal to Lake Ontario Water Level Stations
Station ID
Station Name
SLBL
SLBU
CSCL
CSCU
Saint Lambert Lock - Lower wall
Saint Lambert Lock - Upper Wall
Cote Saint Catherine Lock - Lower wall
Cote Saint Catherine Lock - Upper Wall
W-SSC
BO3L
South Shore Canal - West
Beauharnois Lock 3 - Lower wall
W-BOH
BO4U
Beauharnois Lock 3 - Upper Wall - Pool
Beauharnois Lock 4 - Upper Wall
W-SLU
W-VAL
CTL
SMT
SNLL
W-SNLU
St. Louis Bridge
Valleyfield
Côteau Landing
Summerstown, Ontario
Snell Lock - Lower Wall
Snell Lock - Upper Wall - Pool
IKEU
W-MOR
IROL
IROU
W-CAR
OGD
KGN
Eisenhower Lock - Upper Wall
Morrisburg, Municipal Doc
Iroquois Lock - Lower wall
Iroquois Lock - Upper Wall
Cardinal, Ontario
Ogdensburg N.Y.
Kingston, Ontario
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Draught Information System for the St. Lawrence Seaway
Table 8– Welland Canal Water Level Stations
Station ID
Alternate ID
Station Name
W-PWH
Port Weller Harbour - Welland Canal
RCH1
Reach 1 - Welland Canal
RCH2
Reach 2 - Welland Canal
RCH3
Reach 3 - Welland Canal
RCH6
Reach 6 - Welland Canal
LLVL
Reach 7 - Welland Canal
W-PCH
Port Colborne Harbour, Lock 8 - Welland Canal
Note: Lock 4, 5 and 6 are adjacent and therefore there is no Reach 4 or 5.
C.6 Channel Type
The channel types used in the St. Lawrence Seaway from Montreal to Lake Ontario are specified
in Table 9. The Welland Canal is all of type "Canal".
Table 9– Area Type Definition for Squat Equation Allocation
Item
Area
From
36
Squat Formula
To
Canal
1
Calling-in Point 2
St. Lambert Lock
x
2
3
4
5
St. Lambert Lock
Cote Ste-Catherine Lock
Buoy A-1
Buoy A-13
Cote Ste-Catherine Lock
Buoy A-1
Buoy A-13
Lower Beauharnois Lock
x
x
6
7
8
9
10
11
Lower Beauharnois Lock
Upper Beauharnois Lock
Lake St. Francis D3
Snell Lock
Eisenhower Lock
Calling-in Point 9
Upper Beauharnois Lock
Lake St. Francis D3
Snell Lock
Eisenhower Lock
Calling-in Point 9
Iroquois Lock
x
12
13
14
15
Iroquois Lock
McNair Island, Lt 137
Deer Island, Lt 186
Bartlett Point, Lt 227
McNair Island, Lt 137
Deer Island, Lt 186
Bartlett Point, Lt 227
Tibbetts Point
Shallow
Lake
x
x
x
x
x
x
x
x
x
x
x
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WD Draught Information System for the St. Lawrence Seaway
Annex D (normative)
Current Velocity Approximations
D.1 Introduction
The depression of a vessel in the water resultant from its motion is caused by the effects of the
Bernoulli equation of fluid dynamics and is related to the velocity of fluid flow. As such the squat
equations are related to the velocity of a vessel through water, not with respect to the ground.
However, the velocity of a vessel with respect to the ground is much easier to measure for a
vessel in the Seaway than the velocity through water. If a vessel is capable of measuring velocity
through water it should use this measured value.
The difference between the velocity of a vessel through the water and the velocity with respect to
ground is the current. The current in the Seaway is relatively stable and can be described as a
correction factor for adjusting the velocity through water from a measurement of velocity over
ground. The velocity of the current is vectorial and is in the direction from the Great Lakes to the
sea.
D.2 Current Tables
Table 10 gives the current values to be used as a correction factor for velocity over ground "VG" to
velocity through water "V" in the St. Lawrence Seaway.
Table 10 – Current Values for Computing Velocity Through Water
A
B
C
End Location
Description
End Location
(Lat / Long)
NAD 27
(minutes,degrees, second)
(minutes,degrees, second)
South Shore Canal
Upper entrance to South
Shore Canal
45,31,36.957/
-73,31,39.090
45,24,28.745/
-73,43,15.215
1
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Current (Kn)
Section
Start Location
Description
Start Location
(Lat / Long)
NAD 27
D
0.0
37
WD Draught Information System for the St. Lawrence Seaway
3
4
5
6
7
8
9
10
End Location
Description
Start Location
(Lat / Long)
NAD 27
End Location
(Lat / Long)
NAD 27
Upper entrance to
South Shore Canal l
Lake St-Louis, A13
45,24,28.745 /
-73,43,15.215
45,24,13.71 /
-73,46,22.849 1
Lake St-Louis, A13
Below Lock 3
45,24,13.711 /
-73,46,22.849
45,19,12.155 /
-73,54,59.938
Above Lock 4
Lake St. Francis, D3
45,17,59.054 /
-73,55,44.733
45,13,50.101 /
-74,11,21.152
Lake St. Francis, D3
Lake St. Francis, D49
45,13,50.101 /
-74,11,21.152
45,6,8.396 /
-74,29,7.848
Lake St. Francis, D49
Snell Lock
45,6,8.396 /
-74,29,7.848
44,59,16.029 /
-74,46,41.087
Eisenhower Lock
Iroquois Lock
44,58,45.425 /
-74,50,58.776
44,49,49.215 /
-75,18,50.118
Iroquois Lock
McNair Is, LT137
44,49,49.215 /
-75,18,50.118
44,35,44.171 /
-75,39,55.243
McNair Is, LT137
Deer Is. LT 186
44,35,44.171 /
-75,39,55.243
44,21,33.362 /
-75,54,12.624
Deer Is. LT 186
Bartlett Point, LT 227
44,21,33.362 /
-75,54,12.624
44,14,28.187 /
-76,6,32.813
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Current (kn)
Section
2
Start Location
Description
1.0
1.0
2.0
1.5
2.0
2.0
2.0
0.0
0.0
38
WD Draught Information System for the St. Lawrence Seaway
End Location
Description
Start Location
(Lat / Long)
NAD 27
End Location
(Lat / Long)
NAD 27
Bartlett Point, LT 227
Tibbetts Point
44,14,28.187 /
-76,6,32.813
44,5,59.630 /
-76,24,19.613
Port Weller Piers
Port Robinson
43,14,41.094 /
-79,13,00.553
43,02,20.989 /
-79,12,45.957
Port Robinson
Ramey‟s Bend
43,02,20.989 /
-79,12,45.957
42,55,03.188 /
-79,14,31.755
Ramey‟s Bend
Port Colborne Piers
42,55,03.188 /
-79,14,31.755
42,52,01.787 /
-79,15,07.452
12
13
14
Current (kn)
Section
11
Start Location
Description
0.0
0.0
0.0
0.0
Where:
A
Section
Numerical value identifier for the segment
B
Start Location Description
Beginning Location for Section
B
Start Location (Lat / Long)
Latitude and Longitude of Section Start Location, referenced in NAD 27
C
End Location Description
End Location for Section
C
End Location (Lat / Long)
Latitude and Longitude of Section End Location, referenced in NAD 27
D
Current (kn)
Nominal Speed of the current in the section expressed in knots
Note: For the purposes of the DIS the value of 0 is used in this table to imply a value that is
insignificant but not necessarily exactly 0.
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WD Draught Information System for the St. Lawrence Seaway
Annex E (normative)
Alarms and Alerts
E.1 Alarm and Alert Environment
The Draught Information System shall generate alarms and alerts to indicate conditions which
must be brought to the attention of a ship operator. The system manufacturer is free to design the
human interface to the equipment but should ensure that the alarms and alerts are implemented
in such a manner so that the operator is likely to pay attention to those alarms that are important
for safe operation of the vessel. There are many alarms that may occur on the bridge of a ship,
and it is easy for the Draught Information System to be lost in a cacophony of other alarms. Also
too many alarms, especially those that convey little relevant information, generate confusion and
reduce the likelihood that important information will be addressed by the operator. The system
should provide a good balance with alarms together with associated alerts for important
information and alerts for less important information.
An alarm is an audio or other intrusive signal (such as a flashing light). An alert is any other
method of indicating information that needs to be addressed by the operator, such as a message
on the display screen. Alerts may draw attention, such as flashing, drawing an object such as an
unsafe area in red or otherwise being obvious, but addressing an alert is under the control of an
operator. A combination of alarms and alerts can provide a good level of user interaction.
E.2 Alarm and Alert Conditions
The following conditions shall generate alarms combined with appropriate alerts.
UKC alarm generated when the predicted UKC of the vessel is less than the minimum UKC
specified by the Seaway, in the look-ahead zone. The areas where the predicted UKC of the
vessel is less than the minimum UKC specified by the Seaway are to be marked red in the lookahead zone of the display of bathymetric data and an appropriate alarm generated. The
manufacturer is free to provide a larger look-ahead zone than the minimum 6 minutes at the
current speed recommended.
Note: Clearly marking areas where the predicted UKC of the vessel is less than the minimum
UKC specified by the Seaway using the S-52 colour token “DNGHL” danger highlight symbol is
an acceptable way of alerting the mariner of areas ahead where the minimum UKC will be
compromised.
Squat Curve alarm generated when the actual speed of the vessel through water exceeds the
upper limit of the range of applicability of the squat equation.
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Draught Information System for the St. Lawrence Seaway
Operational data invalid alarm - generated when the AIS, GPS, Gyro, or other sensor input to
the system is invalid, or there is no water level or bathymetric data for an area, or the log data file
is invalid. This alarm and the associated alert detailing the issue, is generated if no data is
received from the corresponding sensor or data source or the data is invalid in areas where it is
required.
Sounder alarm generated if the UKC as measured by a sounder is less than the UKC
calculated using the squat equations. This alarm is optional since the availability of an echo
sounder is optional. [see 9.1]
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CD Draught Information System for the St. Lawrence Seaway
Annex F (informative)
Examples
F.1 Introduction
This annex provides a number of examples of the operation of the Draught Information System
for the St. Lawrence Seaway. It shows high resolution bathymetry data at 10 cm accuracy and
example screen shots from the operation of different systems.
F.2 Example of High Resolution Bathymetry
This example shows an area of high resolution contour bathymetry expressed as S-57 data with
a10 cm contour line spacing overlaid over an S-57 chart background.6
Figure 1 - Overlay of High Resolution Contour Bathymetry
6 Example used with permission Indusol Ltd. (c) Indusol Ltd 2011. Chart data used with permission
Canadian Hydrographic Service (c) Gov. of Canada, Dept of Fisheries and Oceans..
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Draught Information System for the St. Lawrence Seaway
F.3 Example Showing a Perspective View
The following example shows a vessel entering the Seaway at Montreal. The example shows a
perspective view7.
A perspective view is permitted but not required by a DIS.
Figure 2 - Overlay of High Resolution Contour Bathymetry in Perspective View
7 Example used with permission Indusol Ltd. (c) Indusol Ltd 2011. Chart data used with permission
Canadian Hydrographic Service (c) Gov. of Canada, Dept of Fisheries and Oceans.
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Draught Information System for the St. Lawrence Seaway
F.4 Example of Operation Showing Areas Where UKC is Less Than
Specified
The following example shows a vessel in a channel with the areas where the predicted UKC of
the vessel is less than the minimum UKC specified by the Seaway shown in red8. In the left
picture the vessel is travelling at 3.4 kn. There are no highlighted dangers in the channel. To the
right the vessel is travelling at 4.0 kn and experiences additional Squat. The highlighted dangers
are shown in red at the points marked "B". These same points were not dangers at the slower
speed as marked by "A".
Figure 3 - Examples showing Highlighted Dangers
8 Example used with permission Indusol Ltd. (c) Indusol Ltd 2011. Chart data used with permission
Canadian Hydrographic Service (c) Gov. of Canada, Dept of Fisheries and Oceans.
44
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Draught Information System for the St. Lawrence Seaway
F.5 System Example 1
An example display screen of a Draught Information System showing the various displayed
information fields is shown in Figure 4 9. This example shows a vessel at dock, in perspective
view. Some of the information fields that can be seen in the area surrounding the image are: an
Alarm panel, North indicator, Scale / View button, User profile selector, Event window button,
Chart folio select button, Chart status bar, Event status bar, Time panel, GPS quality panel,
Software version / Gyro, GPS confidents‟ panel, Cursor position panel, Compass panel scroll up
button, Menu select button, Compass panel, Compass panel scroll down button, Horizontal view
angle slider, Route panel, Own-Ship latitude / longitude indicator, User programmable information,
Button bar, Depth units indicator, Own-Ship name / water level slider.
Figure 4 - Example of DIS Showing Displayed Information Fields
F.6 System Example 2
The following is an example display screen of a Draught Information System from a different
manufacturer 10. This example shows a vessel at in transit from an overhead view. The area
9 This system is from Indusol Ltd, Example used with permission. (c) Indusol Ltd 2011.
10 This system is from Transas Marine Inc., Example used with permission. (c)Transas Marine 2010.
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Draught Information System for the St. Lawrence Seaway
surrounding the image are buttons to control the display, water level information from AIS,
gradation of chart colours and UKC value, date and time, position, chart number, Course Over
Ground, Speed Over Ground, Heading, Speed Through Water
Figure 5 - Second Example of DIS Showing Displayed Information Fields
46
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CD Draught Information System for the St. Lawrence Seaway
Bibliography
[1] Morse, B., Michaud, S., Siles, J., 2002, “Maximization of Ship Draft in the St. Lawrence
Seaway; Volume 2: In-Depth Analysis of Squat and UKC”, TP 13888E, Université Laval
for Transport Development Centre of Transport Canada and The St. Lawrence Seaway
Management Corporation, Quebec, Canada
[2] International Standard ISO 80000-3:2006, Quantities and units -- Part 3: Space and time,
International Organization for Standardization, Geneva, Switzerland.
[3] Le Système International d'Unités (SI), (The International System of Units (SI)), 8th
Edition, Bureau International Poids et Mesures, 2006, Sèvres, France.
[4] IHO S-32, Hydrographic Dictionary, Fifth Edition, 1994, Monaco
[5] IHO S-52, Specifications for Chart Content and Display Aspects of ECDIS, Edition 6.0,
March 2010, Monaco.
[6] ITU-R M.1371 (11/98), Technical characteristics for a universal shipborne automatic identification
system using time division multiple access in the VHF maritime mobile band, International
Telecommunications Union, Geneva, Switzerland.
[7] ISO/IEC/ITU Common Patent Policy, ISO, Geneva, Switzerland, April 2007
[8] Guidelines for Implementation of the Common Patent Policy for ITU-T/ITU-R/ISO/IEC,
Geneva, Switzerland, March 2007
[9] International Hydrograph Organization, IHO ENC TEST DATA SETS, International
Hydrographic Bureau, Monaco. 2008
[10] International Standard ISO 19123:2005, Geographic information - Coverage geometry
and functions, Geneva, Switzerland.
[11] St Lawrence Seaway Management Corporation, Seaway Handbook, 2010 Edition,
Cornwall, Ontario, Canada
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